Railway car



.lune 16, 1931. c. CARRY ET AL RAILWAY CAR Filed Jan. 2, 1931 4 Sheets-Sheet l .mf/V755@ l [H6/MP AYP/2714 M//M/HM/f/VU55EY d )l nel HTTUHWEX June 16, 1931. c. CARRY ET AL RA I LWAY CAR Filed Jan. 2, 1931 4 Sheets-Sheet 2 MQW www5 W Vfw m MPU w DAJWNI .W HHU/ M [Mw T h W7 Q ...TQ mw A(9W), WM LW/ June 16, 1931. c. CARRY ET AL 1,810,876

RAILWAY CAR A Filed Jan. 2, 19:51 sheets-sheet June 16, 1931.

C. CARRY ET AL RAILWAY CAR Filed Jan. 2. 1931 4 Sheets-Sheet 4 clama cnam?, WILLIAM: H.

Patented June 16, 1931 ,UNITEDl STATES PATENT OFFICE MUSSEY, AlTD MARTIN P. IBLOMBERG, 0l' CHICAGO,

ILLINOIS, ASSIGNORS T0 PULIMAN1CAR @c MANUFACTURING CORPORATION, 0I CHICAGO, ILLINOIS, A CORPORATICN OF ILLINOIS 1 .RAILWAY CAB Application led January 2, 1981. Seriall No. 506,110.

gear of the car directly to the car side without the intervention of the customary body 'and truck holsters with their concomitants of side and center bearings incident to trucks Y of the swiveling type heretofore used, and

dispenses with the side frames used in such trucks.

The invention further contemplates the use of one or more pairs of wheelsmounted upon axles shiftable transversely of the car and independently of the other axles to avoid objectionable angularitiesbetween the i Wheelilanges and respectively adjacent rail heads.

The construction permits the placing of the Wheels close to the ends of the car wherelby the capacity and eiiiciency of hopper and other drop bottom cars may be substantially increased. The system provides desirable flexibility of movement of the supporting parts with respect to the car to prevent de-` railments resulting from excessive rolling of the car body when rounding curves, wherefore the principal object of the invention is to provide means compensating for the shifting of the load from one end of an axle to the other whereby the floor of the car will be maintained substantially horizontal with respect to the track at all speeds.

Another object is to provide suitable means for suspending the brake rigging whereby the brake shoes will be held in operative relation to the wheels.

A further and important object is to prevent tilting of the suspension springs resulting from the relative movements of axles and car body, the means for this purpose being adapted also to provide safety supports for the brake beams.

The foregoing and other .objects are attained by the mechanism illustrated in the accompanying drawin s, in which Figure l is a dual elevational and sectional view of one embodiment of the running ar of the invention showing the methoeof mounting the car body thereon;

Figure 2 is a transverse sectional view thru running gear and car body taken on line 2 2 of Figure 1, showing the normal relation of the supporting swing hanger, brake hanger, and 'ournal box assembly with portions of the rake beam support and transverse hanger connecting bars indicated; i

Figure 3 is a similar view taken 'on line 3 3 of Figure l thru one of the suspension springs and showing the spring seat rockably mounted upon adjacent hanger arm andthe relatively fixed spring cap portion on the pedestal with their respective guide portions 1n `operative contiguity;

Flgure 4 is a dual top view of the running gear assembly in its normal position of rest, showing half of the assembly in plan and half in horizontal section taken on line 4 4 of Figure 1, thru the supporting hanger and associated journal box and pedestals with:

their respective limiting stops to prevent abnormal lateral swing of the hangers;

Figure 5 is a vertical section transversely of the car thru opposite journal box assemblies, showing the relation of the parts with the several pedestals and supporting hangers indicated in their extreme positions with respect to adjacent wheels; and

Figure 6 shows a hopper car mounted upon running gear constructed in accordance with the invention, and illustrating the use of two pairs of wheels at each end of the car, and indicating ample clearances between .the inner axles and the'discharge opening for the accommodation of door operating mechanism and other equipment.

In the drawings, 10 represents the car underfame designed to suit the particular type of car desired. It consists essentially of longitudinal side supporting sills 11 to which the several pedestals 12 are preferably attached. As indicated in the drawings,

these side sills are each made up of a pair of 'connected by top and bottom cover plates 14 and 15 and together defining a hollow `rder'of rigid formation to transmit the irces of draft and buffing loads to the pedestals.

As indicated most clearly in Figures 1, 2, and 3, the sills thus fabricated are con nected at their respective ends by end sills 16 and intermediate their ends at the pedestal positions and reinforced at other points, by

transverse top and bottom plates 17 and 18 or equivalent members of any approved form and designed to connect the longitudinals and provlde attaching means for any suitable draft gear or buffer device whereby shocks imposed at the car end will be transmitted to the car sides.

The pedestals 12 are preferably of general angular configuration and of substantially hollow section as shown, to provide sufficient' strength and rigidity to function as supporting columns in the construction, and may be welded or otherwise secured to the car body. As best shownin Figures 1 to 4 inclusive, the pedestals are shaped to provide the wings 19 and 20 laterally and longitudinally of the car, respectively, to brace them against the thrust and shift of the running gear. The pedestals are formed with an upper attaching wall 21 secured to the underside of reinforcing plates 18, with depending wall portions 22 and 23 defining the longitudinal wing portion 20 and the wall portions 24, 25, and 26 comprising the lateral wing portion 19, all of the walls being disposed at an angle with respect to each other as shown, and yconnected at their bases by extended portions 27 forming spring caps for the springs 28 lof the assembly to be presently described.

The springs rest upon plates 29 supported upon brackets 30 projecting from adjacent sides of hangers 31. As best shownin Figures l and 3, plates'29 on their undersides are formed with closed end bearing grooves 32 designed to interlock with bearings 33 rising from thehanger brackets 30 to maintain proper operating relation with the springs and spring caps. The spring seat bearings 33 are preferably pitched in crosssection with their crests slightly rounded to vconform somewhat to the contour of respective companion bearings 32 to permit relative rocking movement of the spring seats to accommodate them to the springs under thrust of pedestal movement. Springseats 29 are further provided with sleeved bracket .portions 34 extending outwardly from the seat'to provide supports for the ends of transversely extending bars 35 for connecting the spring seats on opposite sides of the car for the purpose of relieving the springs of forces tending to unduly stress them by maintaining the spring seats in substantial parallelism with the spring caps 27 on the pedestals. The spring seats carry stop lugs 36 rising from one side thereof and extending in overlapping relation with a similar lug 37 depending from the companion sprin caps 27 whereby the spring seats are causeil to movesimultaneously with the spring caps on the pedestals to thereby prevent any possible tendency of the springs to tilt under thel lateral thrusts of the pedestals.

The supporting -hangers 31 are pivotally hung upon journal boxes 38 mounted upon the axles'39 connecting the wheels 40. The hangers here involved comprise each a pair of links 41 connected at their upper ends to a cross bar 42 formed on its underside with a bearing groove 43 shaped to straddle an upstanding bearing portion 44 on the journal box, and the lower ends of the links lconnected by a crossbar 45 disposed beneath the journal box and extending with its o posite ends beyond the links, to provi e the bracket-s 30 for rockably supporting spring seats 29, before noted.

Through the medium of the transverse connecting bars 35, functioning as struts, the hangers are held normally inclined as best shown in Figure 2, to facilitate return of the car to centered position upon leaving curves and irregularities in the track. lVhen the car enters a curve, the inertia of the body tends to continue in a straight line but the running gear will follow the change in the direction of the track whereupon the hangers thus normally inclined will permit the car body iioor to be maintained relatively parallel to the track. As the wheel flanges are thrust against the rail head, the angularity of the hangers beginsto change with the bodily shift of the wheels and axles transversely with 'respect to the car body, until they assume one or the other of the positions indicated in Figure 5.

The hanger on one side of the car moves outwardly and upwardly as the hanger upon the opposite sides moves inwardly and downwardly then upwardly from their norm'al inlined positions indicated in Fi re 2. The angularity thus maintained etween the hangers operates to decelerate the lateral movements of the car body to prevent undue Vibration resulting from irregularities in the track.

The hangerslnay be forged or cast with the links 41 and u per and lower crossbars 42 and 45 preferably integral to facilitate assembly. The hanger parts are of general I-beain configuration and disposed with the inner and outer fianges 46 and 47 of the link portions 41 presentmg bearing surfaces for the journal box 38 and respectively adjacent faces 24 of the pedestals, as shown in Figures 1 and 4. For this purpose the pedestals are formedv with bearing einbossments 48 extended downwardly to also provide the stop lugs 37 depending from the spring caps 27, as best indicated in Figure 3, and the sides of the journal box bulged to provide bearing embossments 49 in substantial alinement with the pedestal embossments 48.

Vith the boxes 38 held from lateral dis placement upon the axles 39 by the usual wedges 74 and journal brasses 50, a virtually solid column of metal from one pedestal to the other is provided to transmit traction thrusts to axle and wheels where the springs 28 are held from distortion in the direction of car movement since the bracket extensions 30 of the lower crossbars 45 transmit such forces simultaneously to both spring caps and seats.

It will be noted that the hangers 31 have been described as having a -pivotal bearing upon the journal box. In the preferred cmbodiment, the upstanding bearing portion 44 supporting the hanger forms part of a pillow block 5l having oppositely extendiiugr base fia-nges 52 traversingthe journal box and terminating in depending lip portions 53 entered in notches 54 on the journal box to prevent displacement of the block under stress of hanger movement.

As in the case of the spring seat bearings 33, the upstanding bearingportion 44 on the journal box is preferably pitched with the crest slightly rounded, whereby the bearing groove 43 would rockably engage the rounded crest of bearing 44 to afford an ample range of movement for the hanger. To this end, the flanges 55, defining the bearing groove 43 on the underside of the upper erossbar 42 of the hanger, are flared downwardly, as best shown in Figures 2 and 5, to clear the journal box and bearing 44 when hangers reach their extreme limits of movement.

Secured to the journal box, is a brakehanger beam 56, in this embodiment forming van integral part of the pillow block, ex-

tending from opposite sides of the journal box and parallel to and beyond the periphery of adjacent wheel 40. The ends of the brake hanger beam are offset upon opposite sides of the journal box as best indicated in Figures 2, 3, and 4, to clear respectively adjacent edestals, withportions 57 of the beam ends deflected inwardly across the tread of the wheel 4() and provided with brakehanger jaws 58.

The jaws are preferably spaced apart laterally as best shown in Figures 2 and 4 to provide a rigid bearing for brake pins 59 supporting the brake hangers 60 to insure stability of the hangers against lateral movement whereby the brake shoes 6l supported by them will be held in operative relation with the wheels 40. The brake hanger beam 56 is preferably channel shape in cross section and formed with its lower flange portion as an integral extension of adjacent flange 52 of the pillowblock 51 on the journal box, whereby the beam will be held from displacement resulting from stresses due to braking operations. Obviously, both hanger bearings and brake hanger brackets may be made integral parts of the respective journal boxes 38 or lseparately secured, but the method of holdingthese several parts interlocked by the weight of the car through the medium of the hangers, as shown, facilitates assembly of the running gear and permits ready replacement' of the several parts.

The brake shoes 61 are removabl secured to brake heads 62 fixed to brake earns 63 disposed upon opposite sides of each pair of wheels, where single pairs of wheels are used, and extending from side to side of the running gear, as indicated in Figures 2 and 4. The brakes are actuated in this embodiment by levers fulcrumed at their lower ends to the beams and connected intermediate their ends by tension rod 64 secured to such levers at a point above the axles 39, as shown `inv Figures l, 2, and 4. The dead lever 65 is fulcrumed at lits upper end to guide bracket 66 pivotally secured to fulcrum bracket 67 on the body of the car, and the live lever 68 connected at its upper end to an operating rod 69 leading to the brake cylinder lever (not shown) on the car, whereby a pull on rod 69 will cause the shoes on the brake beam carrying the live lever 68 to first engage that side ofthe wheel, whereupon the pull exerted upon the intermediate connecting rod 64 actuates dead lever 65 upon the opposite side of the wheel to force brake shoes on the 4adjacent beam against the wheel, as will be understood.

To prevent the dropping of the brake beams on the rails and possible resulting derailment, due to failure of the beam suslpension, there is provided a pair of safety ars 70 extending beneath both brake beams at points intermediate the center Vof the beams and their respective ends. These bars are supported at their ends upon the transverse connecting bars 35 and secured by means of U-bolts 71 embracing the connecting bars and taking the safety bars 70 to which they are held by fastening nuts 7 2, as best illustrated in Figures l, 2, and 4.

To prevent abnormal lateral movement of the body of the car with respect to the running gear, limiting stops 73 are provided, in this embodiment in the form of plates secured to walls 22 of the pedestals y welding or otherwise, and disposed for engagement with the brake hanger beam 56 on the journal boxes 38. As indicated in the drawings these stops are positioned to engage the flanges of the hanger beams proportioned to function as abutments for the stops.

The application of the invention to cars of heavy ca acity is indicated in Figure 6,

at each en P pairs of whee vwheels with their res ective axles functioneach pair of ing independently o the others. For use in pairs, the assembly is modified only with respect to the form of the brake hanger -beams and the slight shift of the transverse connecting bars between the wheels. In this embodiment the pedestals 120 between the journal boxes may be formed in one piece 1f desired, but in all other particulars the assemblies will be similar to that depicted in the other figures of the drawings.

Instead of extending to o posite sides of journal'boxes 138 as in the grst adaptation, the brake hanger supports 156 are inl the form of cantilevers supported at one end on the journal box with their o posite ends projecting to provide brackets or adjacent rake hangers 160. As in the case of the first embodiment" said cantilevers are preferabl integral with adjacent pillow blocksv 151 or stability.

Since each axle assembly moves laterally of the car inde `endently of the companion assembly, it wil be necessa to shift the inner transverse connecting ars 135 more closely to their respective axles 139 to provide sufficient clearance to avoid interference between them during car movement. In this'embodiment also the same system of brake rigging will be available except that but one beam will be used for each pair of wheels instead of the clasp brake for each pair of wheels as in first adaptation.

For use with ho per cars of restricted length and with a single discharge opening between the inner pairs of wheels, the invention is of particular value in that adjacent pairs of wheels may be brought more closely together to provide greater clearance between the ends of the discharge o ening and adjacent inner pairs of wheels or the door operating mechanisms commonly used on such cars.

From the foregoing it will be apparent that there has been provided a running gear that may be shipped knocked-down and in which the parts may be assembled with facility and a minimum of materials and labor. The parts are rugged and relativel few in number and requlre but little finishing to adapt them for interlockin in the assembly, and except for the boltmg of the brake beam safety supports to the transverse connecting bars 35, no separate fastenings are requiredto hold the erating relation.

The brake beam safety supports 70 and the spaced connecting bars together provide a rectangular rigidifying frame to prevent displacement of the hangers affecting their parallelism with the wheels and to insure positive equilibrium in the hanger as boxes for yielda parts in proper opsembly under traction thrusts from the pedestals.

Although the hangers 31 are preferably in the .form of a unitary casting or for ing, it is conceivable that within the scope o the invention the upper and/or lower crossbars connecting the links 41 at their upper and lower ends may be formed as separate members, or the lower crossbar 45 alone may be made separate and removable to permit the dropping of the wheels, axles, and journal boxes without disturbing the remainder of the assembly.

The lower crossbar functions as a column to hold apart the lower ends of the links under the load upon the springs 28 tending to force the lower ends of the linksftowards each other. The frame-work comprising the crossbars l35 and brake beam safety supports above referred to function to supplement this crossbar through the medium of the interlocking connection between' the spring seats and the bearings 33 on the supporting brackets, 30 on the hangers, as best indicated in Figure 1.

llVhatwe claim isf-4 1. In a railway car, the combination with pedestals disposed longitudinally of the car, of journal boxes between the pedestals, a wheel and axle assembly movable transversely of the car with respect to said pedestals and supporting the journal boxes, hangers pivotally hung from said boxes for yieldably supporting said pedestals, and crossbars connecting said hangers.

2. In a. railway car, the combination with pedestals spaced in pairs longitudinally of the car, of journal boxes between the pedestals of each pair, a wheel and axle assembly movable transversely of the car with respect to said pedestals and supporting the journal boxes, hangers pivotally hung from said tals, and crossbars interlockably connecting said hangers.

3. In a railway car, the combinationincluding pairs of pedestals fixed longitudinally of the car, a wheel and axle assembly movable transversely of the car with respect to the pedestals, and journal boxes supported by said assembly, of hangers pivotally y hung from said boxes, springs on said hangers beneath said pedestals, and means con# necting said hangers for stabilizing said springs.

.4. The combination with pedestals of a railway car, of a wheel and axle assembly including a journal box -movable transversely `of the car with respect to the pedestals, hangers pivotally hung from said boxes, springs rockably mounted upon said hangers beneath said pedestals, and means conly supporting said pedes-' necting said hangers for stabilizing said springs.

5. In a railway car having a plurality of lari tending beneath the pedestals, hanger con-.-

necting means rocliably supported upon said hanger extensions, and springs mounted upon said connecting means for resiliently supporting said pedestals.

6. In a railway car having pedestals disposed longitudinally of the car, the combination with a wheel and axle assembly including a journal box movable transversely of the car with respect to the pedestals, of

hangers pivotally hung from said boxes and having spring bearing portions extending beneath the pedestals, springs between said bearing portions and pedestals, and crossbars extending beneath the respective boxes and connecting said spring bearing extensions.

7. The combination with pedestals of a railway car, of a wheel and axle assembly including a journal box movable transversely of the car withl respect to the pedestals, hangers pivotally hung from said boxes, springs supported .on said hangers beneath the pedestals, means connecting said springs rockably supported upon said hangers, and means on said pedestals for operatively' engaging said spring connecting means.

8. The combination with pedestals of a railway car, of a wheel and axle assembly includmg a journal box movable transversely of the car with respect to the pedestals, hangers pivotally hung from said boxes, spring caps and seats on said edestals and hangers respectively, springs eld between said caps and seats, abutments on said caps and seats engageable to synchronize the movements thereof whereby to preserve the stability of the springs, and means connecting said hangers and seats.

9. In a railway car having pedestals disposed longitudinally of the car, the combi` nation with a wheel and axle assembly including a journal box movable transversely of the car with respect to said pedestals, of hangers pivotally hung from said boxes and disposed with port-ions thereof between .opposite sides of said boxes and respective-` ly adjacent pedestals andforming therewith a transmission column Afrom pedestals to axle.

10. In a railway car having. pedestals disosed longitudinally of the car, the conination with a wheel andfax'le assembly including a journal box movable transverse' ly of the car with respect to the pedestals,

of hangers pivotally hung from said boxes and disposed with portions thereof between opposite sides of said boxes and respectively adjacent pedestals, and bralie hanger brackets supported by said boxes andiextending between said wheels and pedestals and hangers. f

11. In a railway car having pedestals disposed longitudinally of the car, the combination with a wheel and axle assembly includ- 'ing a journal box movable transversely'of the car with respect to the pedestals, of hangers pivotally hung from said boxes, a connecting frame rockably supported upon t-he hangers and comprising a pair of bars` extending transversely of the car upon opposite. sides of each pair of Wheels, and other bars extending beneath the axle and secured at their respective ends to said first vmentioned bars. 'y

12. The combination with the pedestals on a railway car, of a wheel and axle assembly including a journal box movable transversely of the car with respect to the pedestals, brake hanger brackets extending from opposite sides of saidfbox, brake beams f-hnnfr from said brackets *upon opposite sides o o each -pair of wheels, connecting bars extending transversely of the car beneath said brake beams, and hangers pivotallyhung from said boxes and supporting said,- bars.

13. In a railway car having pedestals dis" posed longitudinally of the car,'t'he combi- -nation with a wheel and axle assembly including journal boxes movable transversely of the car with respect to the pedestals, of hangers pivotally hung from said boxes and having bearing portions disposed between the boxes and respective pedestal portions. said boxes and pedestals having bearing faces respectively enga-ging adjacent aces of said hangers.

14.-. In a railway car having pedestals disposed longitudinally of the car, the combination with a wheel and axle assembly 'including journal boxes movable transversely of the car with respect to the pedestals, pillowr blocks mounted upon said boxes and formed with oppositely extending brake hanger brackets, hangers pivotally hung from said blocks, brake beams upon opposite sides of each pair of wheels supported from tals and boxes engageable to limit the move-y 'ment of said hangers.

16. In a railway car having a plurality of pedestals disposed longitudinally of the car,

- the combination with wheel and axle assembly including journal-boxes vand movable v e transversely of thelcafwith res Vt` to the pedestals, of hangers pivotally ung from` said boxes and normally inclined with respect to each other, and transverse bars connecting said hangers upOn opposite sides of each .pair of wheels.

In witness whereof we have hereunto set i o our hands this 29th day of December, 1930.

CHAMP CARRY. WILLIAM H. MUSSEY. MARTIN I. BLOMBERG. 

